Internal-combustion engine



- Aug. 25, 1925.

1,550,947 C. A; CARLSO N INTERNAL COMBUSTION ENGINE Filed Jan. 28, 1921. 2'Sl1eets-$heet l vIuxxg, 25,v 1925; Y

C. A. CARLSON v1NTE1=11-1AL coMUsToN ENGINE 2 Sheets-Sheet l2 Filed Jan. 28, 1921 I HALF DPE N PAR? WATE R TN R FULL OPEN FULL OPEN ALL WATER mnu OIL Patented Aug. 25, 1925.

UNITED STATES PATENT OFFICE.

CHARLES A. CARLSON, OF RIDLEY PARK, PENNSYLVANIA.

INTERNAL-COMBUSTION ENGINE.

Application led January 28, 1921.

To all whom it may concern:

Be it known that I, CHARLES A. CARLSON, a citizen of the United States, and a resident of Ridley Park, county of Delaware, and State of Pennsylvania, have invented certain new and useful Improvements inlnternaLCombustion Engines, of which the following is a specification.

This invention relates particularly to engines of the heavy duty type such as are used in marine work.

ln engines of this character, because of the fact that they ordinarily operate under full load, there is always the possibility and in i'act it is a frequent occurrence that the oil used in the lubricating system will become overheated and lose much of its lubricating value. This will perhaps be more readily understood when it is realized that while the cylinders are -usually cooled with a circulation of cooling water, no vmeans are provided for cooling the crank case with the result that the crank case draws oil heat from the cylinders and becomes very hot, at times hot enough to boil the oil in the sump. l

The objects of my invention are to enable a proper control of the temperature of the oil and to prevent overheating of the crank case.

These objects I have accomplished by controlling the flow of the cooling medium so as to exert a proper cooling eliect upon the lubricating oil in the crank case.

In the accompanying drawings forming part of this speciication I have illustrated a simple, practical embodiment of the invention but wish it understood that the structure may be variously modified to meet different requirements without departure from the true spirit and scope of the invention as hereinafter defined and claimed.

Fig. 1 is a broken plan view of the oil cooling loop which is in eftecta by-pass of the water circulating system, located in the crank case and controlled by a special threeway valve, the latter being indicated in section.

Fig. 2 is an end view of the installation shownin its proper relation to the engine, the latter being indicated in dotted lines.

Fig. 3 is a plan view of the control segment with the position of the control handle indicated by a circle.

Fgl is a .Sectional view of the control Serial No. 440,700.

valve in the position it occupies with the handle in the position shown in Fig. 3.

Figs. 5-6, 7-8 and 9-10 are views corre* sponding to Figs. 3 and 4 illustrating other positions of these parts.

In the illustration the water circulating pump is indicated at 15 and the inlet for the sea water or other cooling medium is indicated at 16.

Interposed between the water inlet and the pump there is provided a control valve,

shown as of the three-way type and consisting of a valve plug 17 rotatably mounted in a valve casing 18 and having a through passage 19 and the rectangularly related branch passage 20.

The supply inlet 16 is connected with o-ne side of this three-way valve and a pipe connection 21 extends from a point at right angles to the first connection to the pump, the actual connection to the inlet side of the pump being made in the present disclosure by a short upright pipe 22 leading from one end of the T-coupling 23 into the side of which the pipe 21 enters.

The connections thus far described provide, with the piping 24 leading from the outlet side of the pump to the cylinder block, a means for supplying the cooling water to the water jacket` when the control valve stands in the position shown in Fig. 8.

Branched oilI from the connections described and forming a by-pass about the direct connection to the pump, there is an oil cooling connection shown here as a simple U-shaped loop 25 connected at one end at 26 with the valve casing 18 at a point directly opposite the intake and connected at the opposite end at 27 with the end of the T-coupling opposite that end which is connected with the pump inlet. This loop is designed to fit in the oil sump in the bottom of the crank case and is usually provided at its lowest point with a drainage cock 28 for enabling the water to be drained olf in cold weather when the engine is not in commission, said drain cock discharging through one side of the crank case.

The control valve is manipulated as shown in the present disclosure by hand lever 29 secured to the upper end of a rod 30 connected with the valve plug and operating over a segment 31.

The control segment will usually be suitably marked to indicate the diifercnt positions of the valve. For instance, I have shown the same in Fig. 3 as bearing legends Full open Water thru oil, Closed, I-Ialf open, Full open water direct to cylinders, Half open part water thru oil77 and F ull open. The use and application of the invention will now be understood by consideration of Figs. 3 to l0:

In Figs. 3 and fl with the handle set at the irst position on the left, the valve passage 19 provides a through connection for all Water through the oil cooling loop and the direct connection (2l) to the pump is closed so that all cooling water passes through the crank case loop before it reaches the pump. This is a condition of use where the engine has been ruiming for some time or in hot weather when the engine is well heated and it becomes desirable to circulate all the cooling water through the crank case.

In Figs. 5 and 6 the handle stands at the closed position and the valve is shown turned to cut off the inlet and both the by-v pass and the direct flow connections.

With the handle in the dotted line position shown in Fig. 7 the control valve stands in the dotted position shown in Fig. 8 in which the inlet and the direct supply connection 21 are opened approximately half way. In the `full line position of the parts in these views, the connections 16 and 2l are fully opened and all the water passes directly to the pump.

In the dotted line position of the handle in Fig. 9 the valve (Fig. l) is approximately half way open to the inlet and to both the direct supply and the by-pass connections so that a reduced supply of water passes partly through both the direct connection and through the oil cooling by-pass. In the full line position of the parts in these views, the valve is fully opened to the inlet and fully opened to both the direct and bypass connections so that a Jfull supply of the cooling water is divided approximately equally between the direct connection and the oil cooling by-pass.

'While I have illustrated and described the results when the control handle occupies these certain stations, it will be apparent that these results may be varied to suit different conditions by placing the control handle at intermediate points between these stations.

In starting a cold motor the usual practice would be to open up the inlet only part way and t0 send all of this cooling fluid direct to the Water jacket and then as the engine heats up to by-pass part of the water through the oil cooling loop and finally, if conditions warrant, to send all the cooling water through the crank case loop. In this way it will be seen that the temperature of the lubricating oil and of the crank case containing the same may be maintained at a point where the best results are obtained. As a guide to the engineer the engine may be equipped with a heat indicating device connected, for instance, with the water jacket or with the crank case or both, the same serving to warn the operator o the necessity or desirability for making various adjustments.

vWhat I claim is:

1. In an internal combustion engine provided with water jacketed cylinder block and a crank case, a pump, a water cooling conduit connected to the pump intake and associated with the crank case and receiving cooling water from an outside source of supply and single means for controlling flow of the cooling medium through the cylinder block water jacket and through the crank case cooling conduit.

2. In an internal combustion engine provided with water jacketed cylinder block and a crank case having an oil sump, a pump, a water cooling conduit connected to the pump intake and associated with the crank case and a valve for controlling flow of the cooling medium through the cylinder block water jacket and through the crank case cooling conduit, said crank case cooling conduit being located within the crank case to directly cool a body of lubricating oil therein.

3. In an internal combustion engine provided with water jacketed cylinder block and a crank case, a water cooling conduit associated with the crank case and means for controlling flow of the cooling medium through the cylinder block water jacket and through the crank case cooling conduit, the regulating and controlling means being operable to send all or only a part of the cooling medium through the crank case conduit or direct to the cylinder block.

4. In an engine of the character described provided with a crank case, a water circulating conduit in .said crank case and means for controlling iow of cooling medium through said conduit, a water circulating pump connected with one end of said conduit, a water inlet at the opposite end of the conduit, a three-way valve at said inlet end of the conduit interposed between the conduit and the inlet and a direct connection from said three-way valve to the pump.

5. An engine of the character described, provided with a water jacketed cylinder block and a crank case, a pump, a conduit for furnishing cool fluid to the pump intake, a conduit connecting the pump discharge to the Water jacket of the cylinder block, a by-pass conduit disposed in the crank case and connected at both ends to the pump intake conduit, and means for directing the passage of fluid through the by-pass or direct to the pump.

6. An engine of the character described` l :aan

diff?) provided with a water jacketed cylinder block and a crank case, a pump, a conduit for furnishing cool iuid to the pump intake, a conduit connecting the pump discharge to the`water jacket of the cylinder block, an oil cooling coil disposed in the crank case and connected at its ends to the pump intake conduit and a valve for directing the passage of the cool fluid through the cooling coil or direct to the pump.

7. The combination with an internal combustion engine, a pump, of an oil cooling conduit located in the crank case thereof and connected to the intake of the pump, and means for governing flow of cooling medium through said conduit, the conduit being in the form of a loop disposed in the bottom of the crank case and provided at approximately its lowest point with a drain cock discharging outside the crank case.

8. An engine of the character described, provided with a water jacketed cylinder block and a crank case, a pump and supply connections for furnishing a supply of cooling fluid to the cylinder block and a by-pass from said connections disposed in the crank case of the engine, valve means for directing cooling fluid through the by-pass or direct to the pump, and including a valve control handle and an indicator plate bearing suitable legends.

9. An engine of the character described provided with a water jacketed cylinder block and a crank case, a water conduit for receiving cooling water, an oil cooling conduit in said crank case and connected to said water conduit, a water intake conduit leading to said cylinder jacket, a pump connected to said jacket intake conduit, a connection between the pump intake and said oil cooling conduit and between the pump intake and the water conduit and a valve for directing the water direct to the pump from the water intake conduit or .to the pump through the oil cooling coil.

10. In combination, an engine comprising a water jacketed cylinder and a crank case, an oil cooling coil in the crank case, a water supply pipe connected to said cooling coil, a pump having its intake connected to the cooling coil and its discharge connected to the cylinder jacket and a by-pass conduit connected to the water supply pipe and the pump intake.

11. In combination, an engine comprisingI a water jacketed cylinder and a crank case, an oil cooling coil in the crank case, a water supply pipe connected to said cooling coil, a pump having its intake connected to the cooling coil and its discharge connected to the cylinder jacket, a by-pass conduit con* nected to the water .supply pipe and the pump intake, and a valve for directing the cooling water through said cooling coil or through said bypass conduit.

12. In combination, an engine comprising a water jacketed cylinder and a crank case, an oil cooling coil in the crank case, a water supply pipe, a pump having its intake connected to the cooling coil and its discharge connected to the cylinder jacket, a by-pass conduit connected to the water supply pipe and the pump intake, and a valve for directing all or a part of said cooling water through said cooling coil or through said by-pass conduit.

In witness whereof, I have hereunto set my hand this 25 day of January 1921.

CHARLE S' A. CARLSON. 

